Engineer&#39;s brake-valve.



No. 882,596. PATENTED MAR. 24, 1908. W. V. TURNER. ENGINEERS BRAKE VALVE.

APPLICATION FILED JUNE 23, 1905.

I! i r 5:?

7 W1 8 r 14 V 2 l I i W TNESSES INVENTUR W /.m. fizz/W citizen of the l ,ilia

UNITED STATES PATENT OFFICE.

WALTER V. TURNER, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENN SYIP VANIA.

ENGINEERS BRAKE-VALVE.

Specification of Letters Patent.

Patented March 24, 1908.

To all whom it may concern:

Be it known th t I, WALTER V. TURNER, a nited States, residing in Wilkinsburg, in the-county of Allegheny and State of Pennsylvania, have invented a certain new and useful Improvement in Engineers Brake-Valves, of which the following 18 a specification ThlS invention relates to automatic fluid pressure brakes, and more particularly to the 'engineers brake valve, or means for controlline; 0 supply of fiuid under pressure to and its re ease rom the train brake pipe.

, In the resent standard system of automatic air brakes, as is well known, there are two kinds of brake applications, viz., service applications, produced by a slow or gradual dlschar e of air from the train pi e, causing the wa e valves to move out 0111 as far as service position and supply air from the auxreservoir' through the graduating port to t e brake cylinder, and quick-act1on or emergency a plications, produced by a more rapid or sud on reduction in train pipe pressure, which causes the operation of the socalled quick-action mechanism for effecting a venting ofthe train pipe on each car, and so hastening the application by the well known ;seria1 action of t e triple valves. i

In vmakin service ap lications of the brakes, all 0 the air whic is released from 'the train pipe for the purpose of making the reduction is usually dlscharged at'the brake valve at the forward end of the train, and in order toprevent undeslred quick -act1onat such times, it is necessary that the train pipe discharge port for service applications be restricted to such sizeor capacity as not to of the quick-action valve mechanism. The

permit a sufiiciently rapid rate of reduction in train pipe pressure as to cause the operation area. 01' .ca acity of this discharge port is determined yconditions which prevail upon .1 short trains of four or five cars, m-which the volume of train-pipe pressure to be reduced is comparatively .small and diminishes at substantially-the same rate as that of the equalizing'reservoir, consequently when .the samecapacityof dischar e port must be used for long trains, it'will e evident that the time required for making a given reduction in pressure will be very muchgreater than on short trains.

4 It will also be apparent thata much larger port opening for the train pipe discharge may port openin charge valve should open wider for a given reduction than upon short trains, or in other words,. that the maximum area of the discharge port opening should be varied in proportion to the length of the train pipe, and this is the principal object of the present invention. Various forms of apparatus may be devised for this purpose, but according to the preferred construction I provide a train pipe discharge valve having a graduating port opening, and means, such as a movable abutment or fpiston, ;subject tothe train pipe pressure or operating the valve, and a yielding resistance for retarding or opposingthe movement of the valve to the'positions giving a lar er area of port opening. Such a I device may e conveniently embodied in connection with the usual equalizing piston and train pipe discharge valve of the standard engineers brake valve, and it is in this connection that I have illustrated my improve- -ment in the accompanying drawing, which shows this portion of; the engineers brake valve in vertical section.

Accordingto the'drawing, the engineers brake valve comprises the usual casing, having main reservolrconnection 1, train pipe 2,

and containing the usual rotary. valve (not shown), chamber 3 connected with and forming part of the equalizing reservoir, equalizing'pistOn 4, and train ipe discharge valve 5 controlling port 8, all 0 which may be of the ordinary standard construction of engineers brake valve, such as covered by prior Westinghouse atent No 557463 of March 31, 1896,fwhic is well understoodby all familiar with the art.

According to my improvement, the discharge valve is provided with a graduated by meansoof a projection below face of thevalve halving-two parts 6 and 7 of difierentdegrees of taper. A yielding resistance device, such as a spring 9 and stem 10 is-employed for retarding or opposiugvthe Inovementofthe discharge valve to its extreme upper position, in which the port is pen'to ts-maximum area.

,When a reduction 1s made in the equalizing reservoir for a service application-of the brakes upon. short trains of four or'five cars,

the equalizingpiston opens the discharge valve to suclrpomt that t herate of reduction inthe train p pe is substantiallythe' same as in the equalizing reservoir, and the train pipe discharge valve then closes at nearly the same time that the handle of the rotary valve I is turned to lap position to close the preliminary di'scharge from the equalizing reservoir,

as be readily understood. Under these conditions there is very little difference in the pressures actingupon theopposite sides of the equalizing piston and the area of the discharge port opening must not be great enoughto produce a quick-actionor emer.-.

gencyapplication. The stem 10 is arranged fromthe equalizing reservoir, the pressure that of-the e reservoir, th

the train pipe does not diminish nearly as rapidly as in the equalizing reservoir owing to the much greater volume 'of train pipe,

consequently ainuch greaterpxcess of train... pipe pressure accumulates beneath the piston and operates. to zadually compress the spring and move the valve higher or toward,

its extreme position of maximum port open- .lng. It is evident-that the longer the train the greater will be the excess of train pipe,

pressure on.the lower side of the piston over ualizin-g' reservoir during the period-ofmakmg the'reduetion for a service application, and conse uently the greater w' be-t'he movement 0 ;the piston in com-.

pressing the spring and opening the train pipeydischarge port. By varying the taper of the valve projection or the area of the port openin ment 0 the va ve, a much larger rate of discharge may be produced as the spring is compressed, thereby reducing the tune required to make a service application of a given degree of reduction on long trains. As the train pipe pressure diminishes and approaches that remaining inthe equalizing e spring willagain expand and assistdn returning the valve toward its closed position, to which it moves in the usual manner as the pressures equalize.

By means of mounting the resistance le for Upon longer trains, oweve'r, when a servlce reduction 1s made corres onding to a certain move resistance means for 0 ment rovides for varying the maximum area of the train pipe discharge port opening in proportion to the length or volume of the train pipe ininakin service a plications whereby the time required for ma mg reductions in train ipe pressure on long trains is greatly diminlshed, while at the same time 1 the maximum port opening on short trains is limited to such area as will not produce a quick action or emer ency -application.

Having now descri ed my 1nvention,'what I claim as new and desire to secure by Letters Patent is 1. In a fluid pressure brake, the combination with a train pipe, a discharge valve for;

releasing fluid therefrom in making service applications a yielding resistance device for opposing the movement of the valve to its full open position and of means for automaticallyjvarying the maximum area of the discharge port opening in proportion to the length or volume of the train pipe.

2. In a fluid pressure brake, the combination with a train pipe, -a discharge valve for releasing fluid therefromin making service applications a yielding resistance device for opposing the movement of the valve to its full open position and of means operated by. train pipe pressure for varying the'maximum capacity of the discharge port opening for a glven reduction in proportion to the volume of the train pipe. a p 3. In a fi "dpressure brake, the combine ition with a train pipe, and a discharge valve for releasing fluid therefrom in making serv ice. applications, of'a movable abutment subject to opposing fluid pressures for operating said. discharge valve, and a yielding resistance means for opposing the movement ,of the valve to its position of maximum port opening. I 1

4. In a fluid pressure brake, the combination with a train ipe, and a discharge valve for releasing fluid therefrom and' having a graduated port opening, of a movable abutment subject to'opposing fluid pressures for operating said discharge valve, and a spring for opposing-the movement of the valve to its extreme open position.

a An engineers brake valve device oomprislng a chamber or reservoir, a train pipe discharge valve having a graduated port opening, a movable abutment subject to. the opposing pressures of the train pipe and said chamber for operating said discharge valve, amanually operated valve for controlling the pressure in saidchamber, and a yielding posing the movement of the dlscharge va ve to its position of maxlmum port opening.

' sistancefor opposing the movement 0 the pipe and said 0 6. An engineers brakevalve device comprising a chamber or reservoir, a train pipe discharge valve, a movable abutment su r jeot to the op osing pressures of the train liamber for operating said dis charge valve, a manually operated valve for controlling the-supply Offlll from 1: main reservoir to the trainipe and or varying", the pressure in said 0 amberor reservoir, and a spring for'resistin'gthe extreme opena ing movement of the train 'pipe discharge va ve in service applications. y

7. An engineers brake valve device com-' prising an e ualizing reservoir, a train pipe discharge -va ve having, a graduated port opening and operated by the o posing pressures ofthe train ipe and sai' reservoir, a

manually operate valve for controlling the pressure in said reservoir, and a yieldin redischarge valve toits maximum' open position.

prising an equalizing reservoir, a train pipe discharge valve having a graduated port opening, a piston subject to the opposing pressures of the train'pipe and said reservoir for op osing said valve, ,a manually operated valve? ervoir, said piston having a free preliminary movement, and a s ring for opposing the further movement ol 'the piston in opening thedischarge valve.

In testimony whereof I- have hereunto set my hand.

WALTER V. TURNER.

Witnesses R. F. EMERY,

'J. B. MACDONALD.

8. An engineers brake valve device coma or controlling the pressure 1n said res-' 

